Internal-combustion engine.



11S. JAGHIMOVIGZ; y `IN'rE'liBrAI;Gomms'r1o-1v ENGINE, APPLIOATION IILEDAUG. 12, 1907.

Patented Aug. 22, 1911.

y S. JACHIMOV'IGZ. INTERNAL ooMBUsTIoN ENGINE. AYPIIOATIN FILED AUG. 12.1907.

1,001,595. lPatented A'ug.-2 2,l1,911.

4 SHEETS-SHEET 2.

fo air brake A7 ORNEY S. JAUHIMOVIGZ. INTERNAL ooMBusTIoN ENGINE;APPLICATION ILBD AUG, 12, 1907. Y 1,001,595. Patented Aug. 22, 1911.

n 4 SHEETS-SHEET 3- WITNESSES.-

ATTO'RNE Y;

-S. JAGHIMOVIGZ. INTERNAL GOMBUSTION ENGINE. APPLICATION FILED AUG. 1.2,1907.

Patented Aug. 22, 1911.`

. 4 SHEETS-SHEET 4:

ML\\\\\\ \\\\\\I ATTORNEY.

if.) NITED STATES PA TENT OFFICE.

SZYMON JACHIMOVICZ, OF BERKELEY, CALIFORNIA, ASSIGNOR 0F ONE-HALF TO M.

GRODIN, 0F OAKLAND, CALIFORNIA INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed August 12, 1907.

elevation of the shaft for actuating the outl To LZZ whom lit mayconcern.'

Be it known that I, SzYMoN J .xoi-nirovicz, a subject of the Emperor ofRussia, residing at Berkeley, in the county of Alameda and State o1"California, have invented new and useful Improvements inInternal-Combustion Engines, of which the following is a specification.

This invention relates to 1L-cycle internal coinlmstion engines, theobject of the invention being to providemechanism whereby a shaft,driven by a plurality of suoli engines, can `be started under a load ineither direction; by which its direction of motion, when running ineither direction, can be reversed; and by means of which thealoovementioned st'arting or reversal can be effected by merely turning thehandle of the regulating valve which regulates the admission of gas tothe engine also in which by the movement of the same handle; the`momentum of the moving parts can be used to do work, for the purpose ofchecking the motion of said parts.

In the accompanying drawings, Figure 1 a broken front elevation, showingfour internal combustion engines to which my invention is applied; Fig.2 is a vertical section `of the same, partly in side elevation; Fig. 3is a detail side View of the valve mechanism for said engines, showingalso a .portion of -thfe compressed air reservoir;

Fig. et isabroken top plan view of the saine; Fig. 5 1s anend View ofthe vielveoperating handle, show1ng`also the connectio n therefrom tothe carburetor; Fig. 6 is a longitudinal section, on an enlargedscale,

ofone for-1n of the regulating valve for said engines, especially forboats; Fig.' f( is a. cross section of the same on the line 7 -7 of Fig.t3; Fig. 8 is a cross section on the line S- -S of Fig. 6; Figs. 9, 10,11, are views, similar to Figa. G, 7, S, of the form of the regulatingvalve. particularly adapted for use with automoljiiles; Fi 12 is anenlarged section of thc starting ant. slide valves; Fig..

1 3 is a horizontal section of the same, on the line'15-1l of Fig. 12,being shown in plan view; Fig.. 14`isan enlarged side elevation, partlyin section, of a portion of the shaft for" actu ating thc inlet valveand compressed air value.; F ig. 15 is a cross section on the i -line15--15 ofnFig. 14.-, looking in 'the dircc tion of the arrow; Fig. 16 isa broken 'side let valve; Fi 1 7 is a cross section on the line 1717 oFlg. 16; Fig. 18 is a broken .detail section of the same shaft as isshown' tuating the compressed air valve and the 'rolleractuatedvthereby; Fig. 10 is a section on the line 19-19 of Fig. 1S;Fig. 20 is a. ldiagran'nnatic view showing the periods of opening andclosing of the inlet and exhaust valves and of .opening and closing ofthe passages for conducting air to the starting" valve;l Fig. Q1 is aSimi-lar`view showing said periods when reversing; Fig. 22 is adiagrammatic view of one of the engines.'

Referring to, the drawings, 1 lindicates the casings of gas engines, ofwhich there are here shown four in number, 2 indicating the pistons ofsaid engines, connected by pitmen 3 to nranks 4 on the shaft 5 of thcengine. From said shaft 5 are driven. in the usual manner, the shafts Gand 7. actuating the'inlet valves S and the exhaust valves 9, the gasbeing admitted by the inlets 10 and en hausted by the outlets 11, all ofthe above construction being -usual and forming no' 4bearings 19, Iandhaving at sui-table intervals clutch fingers or bars 20, curved at theirinner edges to fit closely against said sleeves. All of the camscontrolling the inlet valves of the several. gas engines are. thussimultaneously movable lougitln'linally by means of said cylinder 17,the power being derived through a pipe 22 leading thereto from a pipo 23leading from a controlliiig valve .-l. hereinafter more fully described,to which valve 24 a. pipe 25 leads from'a reservoiu 9.13

of compressed air. In like vmanner all of the camsnontrolling the outletvalves ofthe several gas enginesl are movable longitudinally on theshaft T, by ineans of a similar cylinasA der and piston, said cylinderbeing` supplied by a pipe ,27 connected with the same pipe Springs 43resist thev said longitudinal movement of the said cam sleeves and movelthe cylinder 17.

Upon the shaft 6 is secured a fixed sleeve 30, which has a large tooth31 land two small teeth 32, forming with the large tooth and with eachother three recesses ofequal size, the outer recesses being spaced anequal distance from the middle one. In like manner, the sleeve 21 of thecam is formed lrst with a lai-ge tooth 34 which extends over an angleslightly greater than a right angle, which is again formed with twosmall teeth 35, which are spaced from each other a suitable distance,and are of suitable size to fit into either adj acent pair of the threerecesses lVith this arrangement, the cam can assume one of two positionsrelative to the fixed sleeve upon the shaft, such positions being shownin full and dotted lines respectively in Fig. 15. One of these positionsis given to the cam when it is desired toA run the engine in onedirection, and the other when'it' is required to run it in the otherdirection, and said positions are spaced from each other by an angleslightly less than aright angle. Then the cam sleeve has been moved toits limiting position, the large tooth of the cam sleeve hasnevertheless not been moved past the end of the large tooth on thecollar, the length of either of these teeth'being greater than thedistance through which the cam sleeve is so moved.

cient to @,:causethe cam itself to ass the edge of the roller 14, sothat said roller immediately thereupon, under the action of thespring't, drops upon the cylindrical portion of the cam sleeve, andtherebycloses the inlet valve. It is necessary to make the width of thecam and the Width of the roller Less than the dist-ance through whichthe vair.

cani is moved longitudinally, in order that when said cams are allshifted on the valve inlet actuating shaft, all of the rollers 14 drop'-and all of the inlet valves are immediately closed to prevent the'escape of compressed air through thev gasiengine when start-ing the sameby means of-compressed A.- very similar arrangement is provided for the"exhaust, except that in this case the collar has two notches 38 with along *tooth 39. between them, and the cam sleeve has a singe long tooth40 adapted to engage eitherof said notches 38. y The arrangementofteeth, cam sleeves and However, the dist-ance' through which the camsleeve moves is suffi-v collars u on the two valve actuating shafts tocontro the reversal of the engine is important. If it is desired toreverse the direction of the engine, compressed air is by means whichwill be presently described ad* mitted to the cylinder proper and to thetwo cylindersv17 which shift all cams, and thus close all inlet andexhaust valves, so that the engine is stopped, but is startedimmediately in the opposite direction by such compressed air. Thedirection in which said engine will move when so started is determinedby the controlling valve in the manner presently described. Assuminghowever that the engineis running in the opposite direction by means ofcompressed air it Will result that the two cam shafts will now alsorotate in the reversedirection. In. the meantime all the cam sleeves,under action of compressed air admitted in cylinder 17 are. shiftedlongitudinally to the left by clutch fingers 20. The shifting of the camsleeves co1 ipresses springs 43 which force said sleeves back againstclutch fingers 20. The friction so created slows the motion of the camsleeves relatively to the shaft .or even stops it for a moment, which,will cause the teeth upon the-collars to advance past the teeth upon thec am sleeves` until the large teeth of the cam-sleeves are struck by theteeth of the collars which causes the cams to assume a differentpositioJn relatively to the shaft, the two positions being shown by thefull and dotted lines in Figs. 15 and 17,

In order to prevent the cam sleeve moving with the shaft and untilpositively compolled to, it is desirable to make the above change withas little friction as possible on the 4cam sleeve, and so there isprovided 'a' convex washer 42 of hardened lsteel inter,

seen that while the engine is running inv either direction, spring 43presses Athe `cam There is sleeve against the collar 30 making apositive clutch of-tliem. But when the engine,

is startedon the motion reversed, the sprind 43 forces't-he cam sleeveagainst the clutch fingers =2Q producing angular displacement of saidcam sleeve upon theshaft.

' As soon as the compressed air 1sv with-- drawn, the spring 43returnswthe Cain sleeve to the right, but it is .possible that'the endsof the small teeth upon the cam sleeve do not return at once' to their.properv position in the notches, but asV soon as the cam strikes theedge of the roller, then said short teeth upon the cam would bemoved-43o forcing the :ani forward on the shaft out of .its properposition,

Longues siitiicicntly to enable them to spring forward intotheotherpaii'olthenotches. The short teeth are provided to prevent thepressure of the rollers ii pon the. rear side of tho cam The anglethrough which the shaft. of the inlet. valve cams ni-iist turn in thereverse direction before the front edge of the long tooth ou the collarstrikes the rear edge of the long tooth on the cam sleeve is a littleless than a. right angle. -lt is to he observed that in Fig. vl5 theparts are shown with the shaft in both cases in the positioncorresponding with the dead point of the piston. That is, it we firstconsider the parts in the position in which the cani is shown in fulllines, before the reversing of the shalt Vtakes place, and thensupi'iose the shaft vto 'oe reversed from a. left handed direction oirotation to a right handed direction of rotation, the cam reniiiiningstationary, then the shaft will be moved through an angle a. littlelesstliaii 90O before the connection of the cam and shaft is completed.Then the lshaft is supposed to have been brought back through the sameangle, in,

order to .'show the same position. beforefor the. engine, and this willbring the cani from the position shown 'in fulll lines to the positionshown in dotted lines, the shaft being now again in the same positionasbefore. A precisely similar mode of operation takes place in regard tothe am controlling the outlet valve, the main difterence being that theangle through which the shaft turns, before-its engagement with the camtakes place, is much Vgreater than for the cam controlling the inletvalve, being a little less than three righ tangles. In each case thecam'assumes symn'ietrical positions on its shaft on opposite sidesof thedead point of the crank shaft of the engine. Itis for constructivereasons that it is found desir- Vable to use two vsmall teeth for theinlet valve controlling cam sleeve and4 only one tooth for the outletvalve controlling cam sleeve. Upon the shaft of the cam-'which controlsthe inlet valves is also'provided'afixed cam 44 which controls thecompressed air slide valve.

comprises a. cylindrical slide 45 attached to a rod 46 and sliding in acylindrical wall 47 connected ports 48, 49 with two chamoperation of theregulating valve hereinafter described. It is by the selective use oftheseA pipes, the-one for compressed air Said slide valve isshowii 4moreparticularly in Figs. 12 and 13 and and the other for exhaust, that theengine can be started in either direction. Since the cani shaft carryingthe cani 44 i'i'iahes one coni plete 'revolutionI lor two completerevo-- liitions ot said cngine shaft, there are four points 'in thecompleto revolution ot said cam shaft /.i'ree]ionding to the two deadpoints of the engine shaft. In Fig. 19 is shown one of these fourpositions of the cani shaft, that is, in which the general direction ofthe cani is midway between the vertical and horizontal. In Vthisposition corresponding to the dead points of the engine shaft, theroller ooi'itrolling the movement oi4 the compressed air slide valve 45,and therefore also said valve, are in their middle positoilis, in whichpositions both the ports 48, 49, are closed.. lf the cani shaft. ismoved in the direction of the arrow shown in Fig. 19, whichcorresi'ionds with the direction ol.' iiiovoinent of the engine as shown4by the arrow in diagram Fig. 20, then the rol'l'er and the compressedair slide 'valve begin to rise from their middle position and thelo-ii'er ports 48 are opened, and remain open4 until the cani shaft hasmoved through substantially 9'?) degrees', and the slide valve hasreturned to its middle position again closing bot-h Tupper and lowerports.

Referring to F1g522, it will be seen that the piston of the engine ismoving downto one of those periods of the cycle in which eitherexplosion or admission takes place. Now, when it is desired. to startthe engine in either desired direction by the admission of compressedair, it is obviously necessary that the compressed air should headmitted. to the cylinder of the engine while the piston is movingdownward, that is, in either one of the two above-mentioned periods ofits cycle. Since then the arrangement of the arts is such, thatwhile theengine is moving in the direction shown in Fig. 22, and the cam ismoving in the direction shown in Fig. 19, the lower` ports 48 are open,it follows that compressed air should be admitted to the lower chamber50, connected with said lower ports 48, so that durf ing movement oftheslide valve, compressed air. may be admittedy into the engine duri-ngone of the periods corresponding with either ward. In a St-cycle enginethis corresponds explosion or admission in its regular cycle ofoperation.

The movement of the camv which controls` the compressed au' slidevalveis arranged relativelyto the cam which controls the'in-,

let valve of the engineas indicated by fiill lines in Figs. 15 and 19.In Fig. 15 it will. be seen that the cam moves inthe same direction asinFig. 19, and. that. it has just begun toy open the inlet valve, that is,admission is beginning to take place. Compressed air for starting theengine must be lmt-ted during either the admission period ortho ing theengine inthe direct-ion as shown in ing of the upper and lower 4portscontrolled of the inlet valve of the engine and the part it will readilybe seen that the control of of. 'this period-the crank and piston havevresopenings and closures of the inlet and exgine arrives at itsuppermost position, shown -a period of compression, and on referring'gine shaft, both the i'nl'et.v and the out-letv explosion period of thecycle of the engine, and since the position of the slide valvecorresponding to the position of the cam in Fig. 19 is one in which thelower ports 48 are 'just opened or beginning to be opened, it followsthat it is to this lower port that compressed air must be admitted forstart- Fig. 22. In this way it is determined to which one of the pipes52 and 53 the compressed air should be admit ed. The means. forselectively admitting'co pressed air to one or the other of thesepipesis more particularly shown inFigs. 3 to 11, which show the constructionof the regulating valve.

Figs. 20 and 21 are diagrammatic views' illustrating the openings andclosures of the inlet and exhaust valves and also of the portscontrolled by the movement of the slide .valve to admit or exhaust thecomressed air, and also indicating the direction 1n which the compressedair is admitted and exhausted through said ports.- In these iigures thelarger circular diagram showsV the haust valves of the engine; thesmaller circular diagram shows the opening and closby the slide valve.In the larger diagram, the part 54 intersected by full radial linesindicates the time and extent of opening v55 intersected by brokenradial lines indicates the timeand extent of opening of the exhaustvalve of the engine. .Su posing that thevcrank sha-ft is rotating in t edirection indicated by the arrow in Figs. 15 and 19,

the valves will be indicated dia-grammatically by traveling around saiddiagram in the opposite direction to the movement of said shaft. Thus,onreferring to said diagram it will be seen that the inlet valve isopened slightly before the crank of the en- 1n Fig. 22;."as the engineshaft rotates, the inlet valve is lopened wider until the engine shafthas made one-fourth of'a revolution, and then the inlet valve begins tobe contracted and is completely closed when the crank shaft hasanivedgat its lowermost position. Theabov'e is the period of admissioninto the gas engine. In the next half ofthe revolution of the engineshaft is to the diagram it will be seen that the inlet and'exhaus'tvalves are closed. AtY the end turned to their uppermost pisition. -Atthis point ex losion takes place, which forces the iston -fdbwnwardagain, and during the ownward movement of the piston, for

nearly one-half of the' revolution of the envalves remain' closed, as,shown by,-.the dial gram, but when the engine shaft has rotated throughabout four-fifths of this half of -period of the engine cycle, theopening and closin of the upper and lower ports controlle by thecompressed air slide valve,

the inclosed spaces 56 without the circle indicate the time and extentof opening of the lower ports, while the inclosed spaces 57 within saidcircle indicate the time and extent of openings of the upper ports Thesespacesfwhen intersected by full radial lines, indicatethat thecorresponding ports are opened fdr thefpassage of compressed air intothe engine, and when intersected by broken lines they indicate that theair is exhausted from the engine through the corresponding poits. Thus,whilethe diagram of the outer circle indicates the movement of the camscontrolling the inlet and outlet valves, the diagram of the inner circleindicates the movements of the cam controlling the orts for thecompressed air slide valve. n examination of the diagram shown in Fig.20 it will readily be seen that for forward movement of the cam shaftthere are two'periods during which compressed air may be admittedthroughthe lower ports for starting the' engine, these periodscorresponding to the periods of the Vengine cycle during whichadmission: and

explosion respectively take place. And since these periods are in Fig 20shown as taking place while the lower ports are opened, 1t is necessary.that the compressed air should be admitted to the lower port when it isdesired to runthe engine in the direction indicated by the arrows inFig. 20, and exhausted through the upper ports 4:9 during thecompresison and exhaust strokes of Ythe working cycle. Turning to Fig..21, which indicates the times of openings of the inlet and exhaustvalves of the engine when runningin the reverse direction, it will beseen that the compressed air must ,be admitted in this case through theupper ports and exhausted ,by the lower. Therefore, in order to startthe engine in any -desireddirect-ion all that is necessary is to selectone of the two pipes 52, 53, leading to the upper and; lower portsrespectively through which the compressed air must be' admitted, the'other pipev then being connected 'with' ex# haust.

The regulatingvalve 211:,is'shown side elevat'hon-in Fig. 3, in planview in Fig. 4, and i ustrated' in detail in Figs. 6 to 11 and providesthe means whereby the com'- pressed air may be admitted, as desired,l

into either the 'upper ports 49 or the lower ports 48, the other portsbeing then. connected with exhaust. It yis also used, Aas

will be hereinafter described, to control the-V cam shafts, and startingvalves, andnit is further used for converting 'the, e1'i,gines intopumps in order to convert the energy of thel moving parts of the vehicleor rboat into workin complressing air, for the'purose of arresting t espeed of said vehicle or goat. It can also be used, when theengines areemployed for propelling a vehicle, to setl air brakes for the purpose ofpositively arresting the vehicle. This valve comprises a cylindricalcasing 60 having abase 61 and outer wall 62, an inner wall and a verti'cal partition 64 connecting said walls '62 and 63, thus formingan4outer. annular chamber 66 and inner chambers 65, .65 andl 67 separatedby partitions 68.A These par titions are only `1n the inner annular partof the 4valve dividing it into three men-- tioned chai/nbers, 65, 65 and67. It will be n, seen that in Fig. 8 there` are threeof suchcompartments, while `in Fig. 11 are show-xr Vfour such. vThe reason ofthis -will appear later, but at present it' may be .observed that,-ineither case, ltwo of these compartments, being opposite, are` connectedwith .the two pipes 5-3, 52, connected respectively with upper and lowerrts of' the com- .pressed airslide valveg'lhese` two compartments. are'also connected by "ports 69' and 69', with the interior of the innerwall the inner end of-.said pi with apass'age 78 which `terwwitheither-fone ofthe two ports 69, or

69, leading to the interior of the inner wall `from the ltwo chambers65, Thus when the partsrare in the position shown in Figs. 6 and 8, thecom ressed air can pass' from within th'e pipe O through the .passagesto the lower pipe `52 and Vat that time the other pipe -53 is connectedthrough thel other port 69un`d va port 79 with the passage leading toexhaust. If the valve were rotatedthrugh two Vright angles, thep thedirection of compressed air and exhaust' would be reversed.

with one of two opposite in through Lthe inner wa lf`63.`

pn comparing' Figs. 7 and 8', it will be.

. which is obvious."

' pressed air slide valve.'

The meer chamber es is not divided im'.

compartments andis connected by an opening 82 with the pipe 23 leadingto the starting valves of t e several gas engines and also to thecylinders for the 'shifting cams on the cam shafts. Each startingvalve'is ladjacent to thecorresponding 4compressed 'air Vslide 45,' andcompr1ses a. valve proper 84y having a stem' 85 4attached to a.V piston86, moving 1n `a cylindrical chamber 87, its movement being limited by.means' Vofa tube .88 around its. stem, and normally pressed upward byaspring 89 to hold said valve to means of the pi e `23, com-l its seat.By pressed air 1s adapted to be a mitted into the 'chamber 87 above saidpiston andthereby.l depress: the-same against the-action ofV saidspring, thereby permitting compressed alrto pass from the compressed airslide valve to the cilinder of the engine, and also to escape tere-fromto said slide valve.

The'sleeve 71 in the outer chamber 66 isV formed with. a port 92 adaptedtoregister .Orts 9s, 933.18m..

seen that the port 9 3 in the in ner -wall through which compressedIair-passes to the chamber .66 and thence to .thepipe 23 is larger thanthe port-69 through said' inner ,wallin the chamber 65, whilethe ports478 `and 9,2'are of thesame width.- The object insurethat the' of this.arrangementy is to inlet' and' putlet valves Vof the engines are closedbefore attemptingto, start fthe'sa'me by meansof compressed air, thenecessity for inlet and outlet valves are's`o closed, because' byadmitting said the rollers to drop, so that' all ofthe inlet and' outlet`valves are closed bytheV action off their'spri'ngs, and this takesplacef before It.' is insured` lthat V`said compressed air to 'the pipes22, 27, theA ca ms are shited,causi `the compressed air is admitted tothe conf# that the parts 'are the4 p 6, 7.and 8 which1s'the positioninwinchV the 'engines are being started by com- Let it be supposedos'itiony show-n in' 110.

pressed air and runlin .the directioncorre- Y spending to the admissionof compressed air to the pipe 52. ,In this' position ofthe startinghandle, indicated bythe lettenafcompressed air is beingadmitted to theYfull eX- from theposition a to the positionb` com'- pressedair-is stillbeing. Vadmitted tothe en-` gine to the. starting .valve and also tothevtentl andv 'whileA the handle-:isfbeing'moved shiftingl cylinders,the'v latter having actuated has been suicientlystatd by thebadmis'sion:the cams so that the inletfandoutlet valves f of theengine are/closed(4Whenftheyengine of compressed air, and is running byits own l momentum,or, if starting under ac Vloa(lytliczxiby the momentum offthe boat orvehicle,:the handle is moved up. toth'epoint b. clcnsiug; the lower port69 andshitting o l the 'com-5 1 v and outlet valves are now no longerclosedl pressed air from the engine, so that the engine runs only bysaid momentum, but the compressed air is still admitted to the shiftingcylinders and start-ing valves, the inlet and outlet valves remainingclosed. When the valve has been turned so that the handle arrives at theposition indicated by the letter c, then the lower port 93 is alsocompletely closed by the sleeve 71, and no longer is compressed airadmitted to the shifting cylinder, and to the starting valves. When thevalve is turned still fart-her, so that the handle arrivcsat Atheposition indicated by the letter d, the. lower port 93 now begins to beconnected with the passage 7l in the sleeve 71, which is open to exhaustby the/ ports 79, 80. In this way the compressed air which has beensupplied by the, pipe 23 to the shifting to the cylinders and to thestarting valves is exhausted therefrom, so that the starting valvesclose and the cams return to their normal position. The inlet but-arelopened by the cams as the cam shaft rotates. This condition remainswhile the valve still continues to be turned until it arrives at. theposition indicated by the letter ci', the latter indicating-the positionof the handle. During-this time, by means which will be presentlydescribed, the admission of gas is regulated by the same hanl dle, the.maximum amount of admissionv being obtained when the valve is inits'midway position, that is, when the handle is indicated by the letterh. If the .Valve be turned still farther -in the same direction, thenthe port 69 connecting. the exhaust with the other pipe 53 begins to beclosed by the advancing portion of sleeve 71. When it is completelyclosed, which is when the handle has arrive to the point e', a pumpingaction takes place which will now be described. Compressed air passesthrough theA interior of the pipe 70, then through the port 92, upperport- 93 into the chamber 66. The compressed air vthenpasses by `theconduit 82 leading to the compressed air pipe 23, which leads to thestarting valves and shifting cylinders. y Thereby said starting valveslare opened and the shifting cylinders are again actuated, so thatl theinlet and outlet ,Valves ofall the engines are again closed. The port 69in Fig. 8 is closed by 'the sleeve 71, while the port 93 is already incommunication with port 92 for the admission of compressed air toshiftingr cylinders and starting valve 'because the said port 93 isWider than the port. 69. Then the engines,'reciprocat ing under theirown momentum and that of the vehicle, begin to act as pumps, and thereby use the kinetic energy of their own motion and that of tlievehicle soas `to rapidly bring thevehicle torest'. This motion, more particularlydescribed, follows'and I at the position correspondingv recrues,

shall describe at mst for the sake of clearness the operation oit" onecylinder only Assuming that theparts are moving in the forward direction-indicated in Fig. 20, and that the inlet and outlet values' have beenclosed and the starting valves opened. Then in the period of the cycleduring which compression or'exhaustion would take place the upper portsof the compressed air slide valve would be opened. to the pipe 53connected -with chamber Fig. 8. Consequently, if

thefport G9 leading to this compartment is closed by the advancing partof sleeve 71, which takes place when the valve-handle is between-c and bin Fig. 8, there is no outlet from said pipe, and the air in the engineand in pipe 53 must be compressed. The compression of the confined airreaches its maximum when the piston of the engine arrives at its deadpoint, and, as will be seen on reference to Fig. 20, immediately afterthe engine has reached and passed the dead point, the lower port 48controlled by the compresse air slide Valve is opened the upper port 49leading to pipe 53 being, al-V ready closed. On referring to Fig. 8, itwill be seen that this lower port is then connectedfreely Wit-h theoutside through'the lower opening 69, then by the passage 71 of thevalve, then. through the opening 79 and out to exhaust by the passageS0. Therefore at the beginning of this period of the engines cycle', theair which has been compressed immediately escapes from the cylinder onlywithout restoring any of its energy to the engine, but compressed airremains in the p'ipe and connected passages.

As soon as the air pressure is normal, that 1s, as soon as the piston ofthe engine 1s Inov-V '.has been inclosed in thecylinder and'pipe 53, andsince, in the same manner as before this air cannot escape, through theclosed port 6'9, increased .compression takes place. Then in thebeginning of thenext suction stroke, part ofthe compressed airesca-pesas" .previously described. This action isrepeated withincreasing pressure at each repetition until the engine stops. At thattime pipe 53 is filled with compressed air which could be utilized forbackward movement l,of the vehicle or boat, because for such backwardmovment of the engine compressed air from the reservoir 26 reaches theengine through said pipe53. The actionas abovedescribed isa 35 pressedair is admitted to. It follows therefor one cylinder is of the samecharacter for a plurality of cylinders.I But having regard a to the tactthat Vu'iih "four cylinders tivo of them are during inost of' the timeconnected Wit-h the same pipe 53 at the same time, the pressures in thepipe 53 and in the cylinders are the same, notwithstanding thedifferences in the positions of the pistons. There fre this connectiono-:t two cylinders'vvithl -be used as pumps to compel the moving by tobe quicklybroufrht to rest.

parts of the engines an vehicle lto expend their energy inperformingwork, and there- If the so that the valve is turned ,stillFarther,

' handle moves from the position indicated by the letter to the lettera', then as soon as `the vValve passes the position indicated by the,letter o', the port 7S begins to register with the upper port 69 'sothat compressed air begins to be admitted through the central pipe ofthe valve to the upper port of the slide valve. But it has already beenseen that the direction 'in -which the engine is started by theadmission of compressed air depends'upon which of the two ports, the

upperport 49 or the lower. port- 48 the comfor'e t.liatwheiji'tli eValve is turned through tworight'anglesor nearly two right angles, sothat compressed air is admitted to the up per port insteadof the lower,the force of` the compressed airis used to stop and lthen reverse thedirection of motion of the engine.

Obviously, ifthe engine is running in the direction indicated in Fig.20, then t e ,lower ports 4:8 are openedin the explosion and suctionperiods, arid the uppor ports 49 are opened in the compression andexhaust periods, andijvhen the 'engine is then running forward, thelower'ports are conriected toexhaust and the upper 4ports are connected to.compressed air, the compressed air, :being then admitted at the timeswhen the piston -is -Inoving inwardinto-the'cylinder, Wlll oppose themovement' of saidpiston and thus tend first to bring-the engine to rest,-and then to reverse it. It will th Us bei seen that the movement ofthe: handle is the 4natura-l.

- movement from its central position to bring applied. in the reversedireetionto-.the pis- V"tons 0f the engines.

regard lto the port 78i One of these Wings 4inlet and outlet valves arestill closed. .This

closed in ,the pipe 23 and in the shftin Thus a contini'lous movement ofthe handle in the saine diree` tion first brings the engine to rest andthen reverses it.

`The arrangement illustrated in Figs. 6 to 8 is more particularlyadapted for the use withboatspropelled by internal com bustion engines.In Figs. 9 to 11. is shown a modification of the-engine particularlyadapted for use With automobiles. The difference between the two 'isthatin the latter c ase there is provided mechanism for setting airbrakes, such mechanism being 'omitted when used -Wth boats. This resultsin a ditlerence in the arrangement of the valve, in that the valve isnot moved through two right angles, or Vnearly so, to stop the-ve hicle,but only through a right angle. 95 in dictates an' outlet ledingto a.chamber V96 connected by a passage 97 with a pipe 98 85 leading to airbrakes. The outer portion of the shell is now formed with two Wings- 99and 99', which are disposed nearly oppositel to each other, andsymmetrically with i 99 is adapted" to close the port 69 and the other99 to close the port 69', While at the same time they are formed withpassages V100 which permit free,4 movement of the iluids between thepipesnd Wall' 63, eX-"95 cept where 'obstructed by the shell 7l. t Itwill be readily noticed that the connection of pipes 52 and 53 is 'shownin Figs. 9, 10,'4 and 11 directly opposite'to' that shown in Figs. 6,7,and 8. Vith this construction, supposing the parts are ,in the positionshown in Figs. 9 to 11, which is the position for starting the engine bymeans of compressed air forward in the direction shown'in' Fig. 20, andcorresponds to the position of the handle indicated by the letter a, ifthe lever is moved to the left andl reaches the point b, then thecompressed 'air can' no longer pass from the interiorrof the' piipe 70by the ports 69 and 7S and 4is shut 110 o andtheenfgines run-by. theirown momentumr and the momentum' of the vehicle. Ilfoiveverfgas' cannotbe admitted to -theengines,"to operate the same, because the' ,ons

is the case because compressedairis still'i E cylinderandholdsf'the'camsin their-L tion'at the left against-the 1pressureT ntliejp;` springs.lOnmovingthw ve to the posi ``1"20` tion indicated by. the' letter d,thejgcm-i, pressed air' is- Withdraw-n3'from'i-these cyl? inders 'and''also' from 'thestartin'g valves,I passi'nggbytheport 93 then into:n.passa' eig. 102 extending'longitudinally in the \s1eeyte-` 12,5 ofthe valve to the ji'nner chamber andgthe .discharging into a)compartmentlOB Lf as will be 'later' described connects ports V10ftleading to exhaust, whereby the lcafms' are' .restored to theirnormal'position.13.0

- port 69 and port 92 with port 93.

this'pur ose 't 35. said lever and in such'a direction ,that

for the proper directioz' nd,lg"the movement of the engine shalt., he et'and outlet valves are at the pro] lr time opened by the means. of saidcams, and the engines begin to work. 1

The regulation of the amount ofadmission of gas as will be laterdescribed can be obtained by 'moving the valve from the positionindicated by .the letter d to the -position indicated bythe letter e. Atthis point the wing 99 closes the port 69'; at the same time air isagain-admitted to the starting and shifting cylinders by reason of theopening 92 registering with a port 106 and thence passing to' the pipe23. .Thereby the starting valves are opened and the inlet and exhaustvalves are closed. The 'engines now begin to operate as pumps, in themanner already explained in the former modification, because thepassaves from the upper ports 49 are closed andfthose from the lower'ports 48 are opened, while the engine is still running forward. Uponmoving the valve still farther into the-position indicated by the letterf in Fig. 11, the port 95 is brought into communication wlth the.

port. 78 leading from the source of supply of compressed nir, and-therebcompressed air is admitted to the pi e w ch leads to the airbrakes. During' t is time, however, the pumping still continues-and theenergy of the moving parts in being abstracted not only by the brakes,but by the pumps.

Now when the vehicle has' been brought to rest, should it-be desired tostart in the same direction as before, the valve is moved back to theposition indicated by the letter a, butl should it be desired to startinthe reverse directieu the valve 'is moved into the posi'- tionindicated by the letter a. In the last position port 78 is incommunication wiltlh T e position of the parts and the operationsresulting'from the movement of said parts are precisely the same for thebackward movement as for the forwardvmovement, and the handle assumesasymmetrical position for the same operations inthe two directions ofmovement. The forward., movement is regulated4 by turning thenhandlethrough one-quarter vof a revolution, and the backward movement byturning ,its through anotherquarterofa revolution.- 4- -V l In and 5isillustratedl'tliel arrange- V ment for'controllir'ig"ntheI admission ofthe carbureted -sby' the Im o`ve ment,of the same handle Iwhiccontrolsthe starting and Vstopping of theenirines and'vehicleor-boat.For

here' is secured upon. the inner end" of .t el pipefl'O-a crankI armllOconnected byalinklll witlith'e carbureter lever 112, .thevconneetionbeing by means of a pin 1 13 upon said?leverentering-a slot-'114 1n said'link spring .llluis attached to e to the position indicated by e.'handle be now turned still farther in the when the handle is movedfromthe position indicated by the letter d to the stion indicated by theletter e, the'pin oft e lever kee s its place in the end of thebslot ofthe linxlJz, but when the pointer of thelever arrives at' the stop 116,so that the lever'can -be turned no farther, then the handle can beturnedstill farther from the position-indicated by If the samedirection, the pin will then, as'before, take its place at theend of theslot, being now pul ed upward by the linkl as it ascends withthemovement of the crank. It will thus be seen that regulation of thecarbureter takes place only during the movement of the handle throughthe angle limitd by the points marked d and e on either s1 e.

It will readily be seen that, since the control of the engine iseffected entirely by means of conduits, through which a -pressure fluidis transmitted, this control maybe regulated from a point. at aconsiderable distance from the engine,l if desired. Moreover, itfollows, for thesame reason, that a series or plurality of such enginesmay be simultaneously controlled from any desired point. Therefore, ifthe invention were applied, for instance, to propel 'a train of` cars,all ofthem could be .controlled by a single operator located at the headof the train.

1. In an internal combustion engine havinginlet and outlet. valvesandshafts rotating in` fixed bearings, loose cams on said shaftsforcontrolling said `valves in bot-h direct-ions o motion of` saidshafts, means for shifting the cams longitudinally upon the shafts, andmeans for shifting the cams circumferentially upon the shafts.

2. In. an internal combustion engine having inlet and outlet valves,shafts rotating infixed bea-rings, cams loose on' said shafts 1forcontrolling saidvalves, clutch .mechatwo positions, means for shiftingthe cams longitudinally on the shaft to disengage the clutch from eitherlocking position, means for shiftingthelcams circumferentially ontheshaft, andmeans for reengaging the clutch meehansminthe otherlQCkHsPQStQn-- .In en ,.internal.. Combustion. engine.; the combination,of a, driven shaft, a cam ,shaft shaft, a longitudinally. ,movable canilon. said shaft, means for .shifting said cam longitudinally,A a springfor returning VSaid cam4 when the shifting means is withdrawn, saidcollar v and 'cam havingteethA ada Ited to -engage each other in e1therone-otj two ,relative positions on the camshaft, substantiallysdescrihedf...

4- .111.4111 internaL-pmbustion engine, fthe.- combination of adrivenfslla'ft.v a camlnaftv nisrn for locking the cams to lthe shaftsin eft-uafsdlthreby, a fixed @llama the cam t?? 85 lar, and means forresisting the circumfer- 65 8. In an internal combustion'engine, the

operated thereby, a fixed' collar on said shaft, having a plurality ofteeth, a cam sleeve movable on said shaft, also having a plurality ofteeth adapted to engage teeth on the collar, meansior moving said sleevelongitudinally on said shaft, and means for" returning said sleeve toits normal posit-ion in which its teeth enga e the teeth of the collar,substantially as ascribed.

5. In an internal combustion engine, the combination of a driven shaft,a cam shaft operated thereby, a fixed collar onsaid shaft, f havingaplurality of teeth, a cam sleeve movable on said shaft, also having aplurality of teeth adapted to engage teeth.on

the collar, means for moving said sleeve longitudinally on said shaft,and means for returning said sleeve to its normal position in which itsteeth engage the teeth of the collar, comprising a cylinderfa pistontherein, an operative connection from said Apiston to said sleeve, andmeans for supplying compressed air to-said cylinder, substantially asdescribed.

6. In an internal combustion engine, the combination of a driven shaft,av camshaft operated thereby, a lixed collar on saidfshaft, having aplurality'of teeth, a cam sleeve movable on 4said shaft., also having aplurality 'of teeth adapted to -engave teeth on the collar, means formoving said) sleeve lon` git-udinally on said sha-ft, means for return-lmg said sleeve to its normal position in which its teeth engage theteeth of the colential movementof the cam when. the teeth are out ofengagement, substantially as de' 7. In an internal combustion engine,the

40 `combination df a driven shaft, cam' shafts `for the inlet aDd'outIetvalves, tixed collars thereon, sleeves on said shafts, saidsleev'es andcollars, being adaptedto engage each other in tvvo4 relative positions'of the cam sleeve, springsiforpres'sing said sleeves 4and collarstogether, means for 'moving on each shaft a-plurality of such camsleeves, com-l prising `'a cylinder, a piston reciprocating futher-ein,a b ar attached to said piston, fingers attached to said -bar andengaging said '"sleeves,springs, forresistin the movemento'ffsaidsleeves, and means or admitting l pressure, iluid to said cylinder tomove said pistpns, substantiallyas described.

combination of a driven shaft, cam shaftg for .the inlet and outletvalves, fxedgollars ,thereon 'sleeves on-said sha, fts,, sa1 d sleeves.

Venergy of the attached to said bar and engaging said ingf inlet andoutlet valves,- a .starting valve,

mechanism operable byi'com'pressed air, for simultaneously opening'saidstarting valve and I'closing the inlet and 'outlet valves, means forsupplying compressed air to the engine through said starting valve. andto said mechanism, and means forcontrolling the time of admission ofsaid compressed air corresponding t0 the period desired of t-he cycle ofthe engine,- substantially. as de- 9oV scribed. v11. I In aninternat-'combustion-engine,the combination oi a starting valve, meansfor simultaneously closing the inlet and outlet valves of the enginevand opening said starting valve, means for passing 'compressed air toand from 'the engine through s'aid 'starting valve, means for selectingthe period of the enginesi cycle during whichthe comL 'pressed air .isadmitted andexhausted; a 100- valve for controlling| the'la.tter'means,` and nie-ans for operating said valve-to cause theengines toact as pumps to'absorb the'kinetic movi-ng parts,substantially as described. A "i 41 2. In en internal combustion engine,the' combination of the engine proper,a source'of suppl-y Tof compressedaina valve,a handle forl turning saidvalve,means for shifting the camsonAthe shafts of the engine by'mean's 110 'fcom Iress'ed air, said valvebeing'arranged to-'o'on'ol the shifting of said cams also toadmitcoiiiprcssed airinto the engine tostart the same, also toconvertall cylinderscf the engines proper into pumps to absorb the 115 kineticenergy thereof, by the movement of the-same handle, substantially asdescribed.

f V13. Inan internal combustion engine, the

icombination of the engine proper, a source ofsupply-of compfess handlevfor. turning said valv'e,m`eans @or shiftingthe cams on theshafts ofthe engme -bymeans of ompressedair, said valve being arranged to controlthefshift-ig'cf saidcams?.

ilse ton, tlmitcompressed air into the engine 11215-V tstart the same,also, to convert thel engines there' f try-thembvement 'of the sameuhane,

,andalstdcontrol the admission of .0

the engine, substantially asdescribed.

14. In an internal combustionengine, the combination of the engineproper, a source off-supply of compressed air, a valve, 'a handle forturningsad valve, means for shifting the cams on the shafts ofthe enginebymeans of compressed air, air brakes, Asaid valve`being arranged tocontrol the shifting of'said cams, also to admit compressed air into theengine to start the same, also to con vert the engines into pumpstoabsorb the. kinetic energy thereof and also to set said air brakes, bythe movementvof the same handle, substantially as described.

l5, In an internal combustion engine, the combination of the engineproper, a source of supply of compressed air, a valve, a handle forturning said` valve, means for shifting the cams on the cam vshaft oftheengine by' means of compressed air, vand air brakes, said valve beingarranged to control the shifting of said cams, also to admit compressedair into the engineto start the same, and also to set said air brakes`by the movement of the same handle, substantially as described.

1G. In. aninternal combination ot the engine proper, a source of supplyof compressed air, a valve, a handle for turning said valve. means forshifting the cams on the cam'shaf't of the engine bymeans of compressedair, and air brakes.v said valve being arranged to control the shiftingof said cams, opening a starting valve also to admit compressed air intothe engine to start the same, and also to set said 'air brakes, by themovement of the same 'handle'` substantially as described.

17. In an internal having inlet and' outlet valves and cam shafts foroperating them, an .independent starting valve, a compressed air supply,mechanism operated by compressed air to shitthe cams upon'their shaftsfor closing the inlet and outlet valves, and mechanism independent ofsaid shifting mechanism and operated by compressed fair for'simultaneously vopening the starting valve and for keeping it open.

18. In an internal 5,0.fing inlet and outlet valves and a starting'valve, mechanismfoperable 'by compressed I air for closing the inletand outlet valves,

independent mechanism operated by com- .prssed air forlsimultaneouslyopening the starting valve and holding it'open, means' Vforsupplying'eompressedair to and yexhausting it from the englne throughthe .-st-arting valve` and means for controlling j the' times o'fadmission toand exhaustifrom ethe 'engine of said compressed vV119,-,11'1 anlzinternal combustion engine, the

o hina-tio, of theeng'ine proper, a source 'piyof vcompressed air, a vsj handfle'forturning sald shiftingthe cams upon the cam shaftsofcombustion enginecombustion engine havthe engine by combustion engine',the

sie@

means of compressed air, a start-ingv valve, and air-brakes; saidregulating valve being arranged to control the shifting of said cams,-to open the 'starting valve so as to admit compressed air into theengine to start the same, and to set said airbrakes, by the movement. ofthe saine handle. 20. In an internal combustion engine, thecombination'of a driven shaft, a cam shaft actuated thereby, a fixedmember on said shaft, a eam movable on said shaft., said cam andsaid'fixed membe' adapted to .engage each other,means for moving saidcam longitudinally on said shaft, and means for returning said cam toits normal position in engagement with said fixed member.

2l.' In an internal combustion engine, the

combination of a driven shaft., 'a cam shaftv Yother in one ot tworelative positions, means for moving' said -cam longitudinally on saidshaft, to break said engagen'ient, said means comprising a cylinder, apiston therein,an operative connection from said piston to said cam, andmeans for supplying compressed air to said cylinder.4

23. In an internal combustion engine. the combination of a Vdrivenshaft, a cam shaft operated thereby, a fixed member on said shaft, a cammovable on said shaft, saidcam and fixed'member adapted to engage eachother in one of tWo relative positions, means for making this engagementsecure, and means whereby an attendant may break said engagement, meansfor turning said `cam circuinferentially upon said shaft whendisengaged, vmeans for shifting said cam back on the shaft and securinga neT engagemen between it andsaid fixed member.

24. In an internal combustion eng1ne,ith`e combination of a drivenshaft, cam shafts `for the inlet and outlet valves, fixed mem' bersthereon, cams on said shafts, said cams and said fixed members beingadapted to engagefeach other in two relative positions of the cams,springs for pressing said cams and fixed members together, means formoving on each shaft a plurality of such cams, said means 'comprising acylinder, a piston attached. to' said bar and en,- ns, means forresisting vthe teren rureciprocating therein, a bag attaehedtor-saidsvementof each' camwhendisengaged, and means for admitting apressurefluid to said'cylinder to move said piston.

25. In a gas engine, the combination of the engine having usual inletand exhaust valves, a source of supply of compressed fluid, a chargetiming mechanism, a starting valve for closing a passage between thecharge timing mechanism and the cylinder of the engine, and means forsimultaneously closing .the usual inlet and exhaustvalves and openingthe starting valve independently of said charge timing mechanism.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing Witnesses.

i v SZYMON J ACHIMOVICZ.

-Witnesses FRANCIS M. WRIGHT, D. B. RICHARDS.

Copies of thzll patent may be obtained for ve cents each, by addressingthe Commissioner o! Patents, i Washing-ton, D. GJ.'

